Train-stopping apparatus.



J. E. CONDON.

TRAIN STOPPING APPARATUS.

APPLICATION FILED MAR. 19. 1915.

Patented Dec. 21, 1915.

2 SHEETS-SHEET 2.

J E. tmzdwz,

wwwuoeo COLUMBIA FLANOURAPH CO-,WA5H|NGTON. D. c,

JAMES E. connornor BROOKLYN, NEW YORK.

TRAIN-STOPPING APPARATUS Application filed March 19, 1915.

To all whom it may concern.

Be it known that I, JAMES E. CoNnoN, a citizen of the United States of America, residing at Brooklyn, in the county of Kings and State of New York, have invented new 7 and useful Improvements in Tram-Stoppmg Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to an automatic train stop whereby the propelling power of the motor car will be out off and the brakes applied in the event of the motor car running by a signal set at danger.

In carrying out the present invention, it is my purpose to improve and simplify the general construction of automatic train stops and to provide an automatic train stop wherein the component parts will be so arrangedand correlated as to insure the proper operation of the apparatus when conditions warrant.

It is also my purpose to provide apparatus of the class described which will operate efiiciently and effectively under all conditions and wherein access may be readily had to the various parts for repairing and replacing.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings, Figure 1 is a fragmentary side elevation of a trackway and locomotive thereon showing my invention installed. Fig. 2 is a cross sectional view through the trackway showing the track obstacle and the connections between the latter and adjacent signal blade. Fig. 3 is an enlarged side elevation showing the means for cutting off the propelling power of the motor car. Fig. 4 is a cross sectional view therethrough. Fig. 5 is an enlarged side elevation of the mechanism for operating the engineers brake valve.

In accordance with my present invention, track obstacles 10 are arranged along the trackway and appropriately spaced apart and disposed adjacent to the respective road signals 11. In the present instance, each track obstacle 10 is disposed upon the outer side of one line of rails and comprises a horizontal bar 12 extending longitudinally of the trackway and having the opposite ends thereof j ournaled in bearings 13 carried by the upper Specification of Letters Patent.

posite extremities thereof Patented Dec. 21, 1915;.

Serial No. 15,530.

surfaces of adjacent ties, the space between the ties. Projecting outwardly from the bar 12 adjacent to the opand arranged at right angles to the bar are cured to the outer ends of the arms 14 and spanning the space between the latter is a horizontal bar 15 disposed in parallelism with the bar 12. The end portions of the the bar 12 spanning a arms 14: and sebar 15 are downturned as at 16, while the outersurface of the bar is formed with a longitudinal groove 17. Each obstacle is connected through suitable mechanism 18 with the signal blade of the adjacent semaphore 11 and when the signal blade is swung to danger position, the obstacle is actuated to active or vertical position, while when the signal blade is in clear position the obstacle is horizontal or inactive.

In the present instance, I have shown the car carried mechanism as installed in a steam locomotive and in this connection I wish it to be understood that this mechanism is equally applicable to locomotives operated by electricity, air or other motive agent. In this instance, the car carried mechanism comprises a valve 19 located in the steam main leading from the steam space of the boiler to the drive cylinders of the engine and having the outer end of the stem thereof equipped with a spur pinion 20 meshing with a spur gear 21 rotatably mounted upon a shaft 22 secured in appropriate bearings. Pivoted upon a suitable support in proximity to the shaft 22 is a bell crank lever 23 having one limb formed with a toothed seg ment 2 1 meshing with the spur gear 21 and the remaining limb connected with one'extremity of a flexible element 25. The other end of the flexible element 25 is connected with one limb of a bell crank lever 26 pivoted as at 27 to a suitable support and the remaining limb of the bell crank lever 26 is connected through suitable means 28 with the engineers brake valve. Slidably mounted within vertically alining bearings 29 carried by the locomotive is a vertical rod 30 having the upper end secured to the central portion of the flexible element 25 as at 31. A horizontal lever 32 is pivotally connected to the lower end of the rod 30 and the pivot point of the lever 32 is disposed adjacent to the front end of such lever and journaled in the opposite extremities of the lever 32 are rollers 33. Owing to the mounting of the lever 32 the forward end thereof is normally elevated and the rear end lowered.

In practice, when the locomotive runs by V valve and actuate the engineers brake valve to effect an application of the brakes As the forward end of the lever 32 is normally elevated the roller 33 at such end engages the adjacent inclined end portion of the bar 15 inwardly so as to guide the lever onto the upper horizontal surface of the bar 15 thereby insuring the proper operation of the car carried mechanism.

From the foregoing description taken in connection with the accompanying drawings, the construction and mode of operation of my improved train stopping apparatus will be readily apparent. It will be seen that I have provided a train stop whereby the propelling power-of the motor car will be cut off and the air brakes applied in the event of the engineer neglecting to read the danger signal.

I claim:

1. In train stopping apparatus, car carried mechanism comprising a valve controlling the propelling power of the car, a spur pinion on the stem of said valve, a spur gear meshing with said pinion, a toothed segment meshing with sald gear, a flexible element connected with said segment, and a vertical rod having the upper end thereof.

ling the propelling power the car, a spur pinion on the stem of said valve, a spur gear meshing with said pinion, a toothed segment meshing with said gear, a flexible element connected with said segment, a vertical rod having the upper end thereof connected to said flexible element and capable of sliding movement to swing said segment toclose said valve, a bell crank lever having one limb thereof connected with said flexible element, and a connection between the re: maining limb of said crank lever and the engineers brake valve whereby the latter will be actuated in the movement of said bell crank lever under the. action of said flexible element. 7

In testimony whereof I aflix my signature in presence of two witnesses. I JAB ES E. CONDON. Witnesses:

JOHN J. MURRAY, THOMAS J. GAFFNEY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

' Washington, D. C. 

